DE102006050972B4 - Four-wheel drive train for a motor vehicle - Google Patents

Four-wheel drive train for a motor vehicle

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Publication number
DE102006050972B4
DE102006050972B4 DE200610050972 DE102006050972A DE102006050972B4 DE 102006050972 B4 DE102006050972 B4 DE 102006050972B4 DE 200610050972 DE200610050972 DE 200610050972 DE 102006050972 A DE102006050972 A DE 102006050972A DE 102006050972 B4 DE102006050972 B4 DE 102006050972B4
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DE
Germany
Prior art keywords
shaft
characterized
drive train
wheel drive
drive shaft
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Active
Application number
DE200610050972
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German (de)
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DE102006050972A1 (en
Inventor
Günter Rühle
Hans-Peter Nett
Tobias Zacher
Wolfgang Eichhorn
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Magna PT BV and Co KG
Original Assignee
Getrag Getriebe und Zahnradfabrik Hermann Hagenmeyer GmbH and Cie
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Priority to DE200610050972 priority Critical patent/DE102006050972B4/en
Publication of DE102006050972A1 publication Critical patent/DE102006050972A1/en
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Publication of DE102006050972B4 publication Critical patent/DE102006050972B4/en
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00Arrangement or mounting of transmissions in vehicles
    • B60K17/34Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/344Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H2200/00Transmissions for multiple ratios
    • F16H2200/0017Transmissions for multiple ratios specially adapted for four-wheel-driven vehicles
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H3/00Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00Machine element or mechanism
    • Y10T74/19Gearing
    • Y10T74/19023Plural power paths to and/or from gearing
    • Y10T74/19074Single drive plural driven

Abstract

A four-wheel drive train (11) for a motor vehicle (10) having at least two driven axles (HA, VA) with a characteristic conversion gearbox (16) in a longitudinal design, to which drive power is supplied on the input side, which is used to convert a characteristic of a drive motor (12). and the output side is connected to a distributor device (64) by means of which the drive power can be distributed to the two axes (HA, VA), wherein the identification converter transmission (16) has an output shaft (20) which is connected to a first drive shaft (22). is connected to the first axis, and a parallel countershaft (46), wherein the output shaft (20) and the countershaft (46) by means of a first constant ratio (52) are interconnected, and wherein the countershaft (46) by means of a second constant ratio (54) to a second drive shaft (26) for the second axis (VA) is connected, characterized in that the Verteilereinri Actuator (64) is arranged coaxially with the second drive shaft (26), and actuator means (76) for actuating the distributor means (64) on a first axis (HA) facing cover (40, 42) of a housing (32) of the identification converter transmission (16).

Description

  • The present invention relates to a four-wheel drive train for a motor vehicle having at least two driven axles, with a characteristic converter gearbox in the longitudinal design, the input side drive power is supplied, which serves to convert a characteristic of a drive motor and the output side is connected to a distribution device, by means of the drive power can be distributed to the two axles, the identification converter transmission having an output shaft connected to a first drive shaft for the first axle and a countershaft parallel thereto, the output shaft and the countershaft being connected to one another by means of a first constant gear ratio, and wherein the countershaft is connected by means of a second constant translation with a second drive shaft for the second axis.
  • Such a four-wheel drive train is known from the document DE 102 53 259 A1 ,
  • In the cited document, an internal combustion engine is connected to an input of a dual clutch arrangement. The output of the dual clutch assembly is connected to a dual clutch transmission having an input shaft assembly, a countershaft, and at least one transmission output that is not coaxially aligned with the at least one transmission input shaft. The dual-clutch transmission is designed as a countershaft transmission.
  • In one embodiment, the countershaft is connected to the output shaft via a driven constant gear set. The output shaft is connected to a first drive shaft for a rear axle. Further, a loose wheel is mounted on the countershaft, which is connectable by means of a distribution device in the form of a Zuschaltkupplung with the countershaft. The idler gear is in meshing engagement with another wheel connected to a second drive shaft for the second axle (front axle). The second drive shaft is connected to a front transverse differential.
  • Further, from the document EP 1 321 327 A2 a longitudinally installed drive train for a motor vehicle, in which by means of a transfer case, a drive torque to a rear axle and the other via an angle to the drive train longitudinal axis arranged propeller shaft is transferable to a front axle. The transmission from the transfer case to the propeller shaft via a drive pinion and an output pinion, wherein a universal joint of the propeller shaft is at least partially disposed within the output pinion.
  • It should be possible to expand a designed for a rear-wheel drive motor vehicle transmission such that a further output to a Vorderachsdifferential is possible.
  • Furthermore, it is from the document Fischer, Gerhard: The new four-wheel drive in the BMW X3 and X5. In: ATZ, Vol. 106, 2004, 92-98. - ISSN 0001-2785 known to flanged to the transmission output of a conventional manual transmission, a transfer case, which has a rigid output to the rear axle. Further, coaxially to the output shaft a Zuschaltkupplung is arranged, which is connectable via a hollow shaft and a chain drive with a drive shaft for the front axle.
  • Another four-wheel drive arrangement is in the document DE 42 27 545 A1 shown.
  • Such a separate transfer case requires a large weight and a large installation space. Furthermore, a relatively large number of dental procedures is required. The weight distribution in the drive train is not particularly favorable.
  • Against this background, it is the object of the invention to provide an improved four-wheel drive train for motor vehicles, which in particular builds axially compact and has a comparatively low weight.
  • This object is achieved in the aforementioned four-wheel drive train, characterized in that the distributor device is arranged coaxially to the second drive shaft, and actuator means for actuating the distributor device are supported on a facing the first axis cover of a housing of the identification converter transmission.
  • As a result of this measure, the distributor device can be arranged, for example, on the end of the second drive shaft facing the rear axle, in an area where the distributor device is not spatially in conflict with the output to the rear axle. Furthermore, an integration of the distribution device is provided in the identification converter transmission.
  • The identification converter transmission according to the invention may be a countershaft transmission such as a manual transmission, an automated manual transmission, a dual-clutch transmission, etc. However, the identification converter transmission may also be an automatic transmission such as a traveling automatic transmission, a CVT transmission, a toroidal transmission, etc.
  • The task is thus completely solved.
  • It is particularly advantageous if the distribution device is designed to drive power always to the first of the two axes and variably to be transmitted by means of a Zuschaltkupplung to the second axis, wherein the Zuschaltkupplung is arranged coaxially with the second drive shaft.
  • In general, although the distribution device may also be formed by a transfer case, such as a planetary gear or the like. However, it is particularly preferred if the distributor device is realized as a connection clutch, which if necessary (variable) directs drive power to the second axle (usually the front axle). In such a transmission, the ratio of the distribution of drive power to the rear axle and the front axle may be in the range of 100%: 0% to 50%: 50%.
  • Functionally corresponds to such a four-wheel drive train to the four-wheel drive concept, as it was mentioned in the aforementioned ATZ document.
  • In the area of the output, a constant gear ratio is set up between the countershaft and the output shaft. Further, a constant ratio is established between the countershaft and the second drive shaft.
  • It is therefore of particular advantage if the identification converter transmission is designed as a variable-speed gearbox in a countershaft design, wherein the first constant transmission ratio is formed by a first output constant gearset of the step-change transmission.
  • In contrast to conventional stage change transmissions, which have a drive constant gear, a first constant ratio is set between the output shaft and the countershaft by means of the first output constant gear, so that the countershaft generally rotates in proportion to the output shaft speed. With this concept, the torques transmitted via the individual wheelsets of the different gear stages can be kept smaller so that the individual wheel sets can each be made narrower. Only in the area of the first output constant gear set is stable storage to be ensured.
  • According to another preferred embodiment, the cut-in clutch has an input member connected to an intermediate shaft concentric with the second drive shaft, and has an output member connected to the second drive shaft.
  • In this way, the Zuschaltkupplung be performed, for example, as a classic multi-plate clutch having an input member and an output member concentric therewith.
  • It is particularly advantageous if the intermediate shaft is designed as a hollow shaft. In this case, it is possible that the Zuschaltkupplung is disposed at the axially outermost end of the second drive shaft, so that a total of a compact radial construction can be achieved.
  • In general, it is possible to realize the constant ratio between the countershaft and the second drive shaft by any means, such as a chain drive.
  • However, it is particularly preferred if the second constant ratio is formed by a second output constant gear.
  • In this case, it is of particular advantage if the second output constant gear set has at least one Beveloidrad, so that the second drive shaft can be arranged obliquely to the countershaft.
  • This is particularly advantageous when the second drive shaft is to run outside of a housing of the identification converter transmission. Furthermore, it can be achieved that the second drive shaft can be connected via a constant velocity joint with a transverse differential for the second axis.
  • Overall, it is also advantageous if the first and the second translation are the same size.
  • In this case, the translations of transverse differentials on the two axes can also be the same size.
  • If the first and the second translation are different, such a translation difference should be compensated by different ratios of the transverse differentials.
  • Overall, it is also advantageous if means for setting up the second ratio (such as the second output constant gear) and / or the distribution device (such as the Zuschaltkupplung) are accommodated in a housing of the identification converter transmission.
  • This makes it possible to accommodate all the components of the drive train substantially in a housing except for the two drive shafts to the transverse differentials. As a result, weight can be saved. Furthermore, a common oil budget can be provided for the identification converter transmission and for the transfer case.
  • According to a further preferred embodiment, the means for establishing the second Translation received in a pointing to the first axis cover of the housing of the identification converter transmission.
  • This allows on the one hand a cheap installation and on the other hand the comparatively simple connection to actuator means, provided that the distribution device is variably controllable. (For a connection clutch via the slip state or in a differential-controlled transfer case, for example via the control of a longitudinal lock-up clutch).
  • Furthermore, it is advantageous if the second drive shaft extends outside of a housing of the identification converter transmission. Here, the identification converter gear can be designed for pure rear axle, but also be modified for all-wheel drive in a simple manner.
  • It is particularly advantageous if the second axis has a transverse differential for distributing the drive power to two wheels of the second axis, which is connected to the second drive shaft, wherein the transverse differential has a separate housing from the housing of the identification converter housing and wherein the housing together are fixed to a chassis of the motor vehicle.
  • In this way it can be prevented that the outer second drive shaft performs large angular movements. In particular, axle misalignments during operation and thus excessive angular play of the second output shaft can be avoided.
  • According to an overall preferred embodiment, the second drive shaft has, at its end assigned to the distributor device, a rounded projection by means of which the second drive shaft is supported axially with respect to a housing of the distributor device (eg a housing of the identification converter transmission).
  • By this measure, any manufacturing tolerances that can cause a change in the angular position of the second drive shaft can be compensated.
  • Overall, at least one of the following advantages is achieved with the four-wheel drive train according to the invention in the various embodiments: low weight; compact design; smaller space requirement; little meshing to drive the second axis; High efficiency; small mass at the end of the gear and small total weight; Drive to the front axle laid far forward and thus axially compact design; shorter drive shaft to Vorderachsgetriebe; Raising the bending natural frequencies so that the distance between the resonance frequency and the excitation frequency increases; few interfaces due to omission of a separate transfer case; Little care and testing effort, since for different variants (rear-wheel drive, all-wheel drive) to develop and test only one drive train; low logistics and assembly costs; Use of the all-wheel concept for both manual transmissions (manual or automated) and for dual-clutch transmissions; by eliminating the separate transfer case, the propeller shaft interface to the rear axle between pure rear-wheel drive and four-wheel drive remain the same.
  • The Zuschaltkupplung can preferably be operated hydraulically; However, it is also an electromechanical actuation conceivable.
  • Furthermore, it is understood that the Zuschaltkupplung can be electronically controlled or regulated, integrated into a higher-level control and control strategy for the drive train to possibly actively influence the driving behavior.
  • It is understood that the features mentioned above and those yet to be explained below can be used not only in the particular combination given, but also in other combinations or in isolation, without departing from the scope of the present invention.
  • Embodiments of the invention are illustrated in the drawings and are explained in more detail in the following description. Show it:
  • 1 a schematic representation of a motor vehicle with a first embodiment of a drive train according to the invention;
  • 2 a detailed view of an exemplary construction of the output section (distribution device) of the drive train of the 1 ;
  • 3 an alternative embodiment of a drive train according to the present invention; and
  • 4 a schematic perspective view of the rear part of a drive train according to the invention with representation of the connection possibility of a propeller shaft and a representation of an outer oblique shaft toward a Vorderachsdifferential.
  • In 1 is a four-wheel drive vehicle generally with 10 designated. The car 10 has a front axle VA with front wheels VL, VR and a rear axle HA with rear wheels HL, HR.
  • The car 10 also includes a drive train 11 for driving both axes VA, HA. The powertrain 11 includes a drive motor, such as an internal combustion engine 12 , one with the drive motor 12 connected clutch assembly and a step change gear connected thereto 16 ,
  • In the present case, the step change gearbox 16 designed as a double-clutch transmission, wherein the clutch assembly 14 a first clutch K1 and a second clutch K2.
  • The couplings K1, K2 are provided with an input shaft arrangement 18 connected from an inner shaft and a hollow shaft, with two separate partial transmissions of the step change gear 16 are connected. In a conventional manner, a partial transmission includes straight gear stages and the other partial gear odd gears of the step change gearbox 16 ,
  • An output shaft 20 the step change gearbox 16 is at 20 shown. The step change gearbox 16 is generally longitudinal in the motor vehicle 10 installed and the output shaft 20 extends toward the rear axle and is provided with a first drive shaft 22 (Cardan shaft) connectable, which is a rear axle transverse differential 24 for distributing drive torque to the rear wheels HL, HR drives.
  • Further, the front axle VA via a second drive shaft 26 powered by a constant velocity joint 27 with a front axle transverse differential 28 connected is.
  • A chassis of the motor vehicle is in 1 generally with 30 designated. A housing 32 the step change gearbox 16 and a housing 34 of the front axle transverse differential 28 are together on the chassis 30 established. This can be achieved that a comparatively stable angular position between the housing 32 and the housing 34 is achievable. Achsverschränkungen, as they were possible with a free axle stanchion are thus prevented.
  • The housing 32 the step change gearbox 16 has a housing pot 36 on, whose bottom is toward the clutch assembly 14 has. The bottom of the housing pot 36 is from the input shaft assembly 18 interspersed. The housing 32 also has a bearing plate 38 and a to the rear axle HA facing housing cover 40 on. On the housing cover 40 is also an outer lid 42 placed. The second drive shaft 26 extends from a radially projecting portion of the housing cover 40 towards the front axle VA. The second drive shaft 26 runs outside the case 32 the step change gearbox 16 and extends obliquely to a longitudinal axis of the drive train 11 as exemplified by the input shaft arrangement 18 and the output shaft 20 is defined.
  • The step change gearbox 16 includes one to the input shaft assembly 18 parallel countershaft, wherein a plurality of wheelsets 48 corresponding to different gear ratios on the input shaft assembly 18 or the counter-wave 46 are stored. The wheelsets 48 (of which in 1 for reasons of a clear representation only one is provided with the reference numeral) are connected via per se known clutches (eg., Synchronous couplings) in the power flow. A corresponding clutch pack is in 1 at 50 shown.
  • The countershaft 46 and coaxial with the input shaft assembly 18 aligned output shaft 20 are via a first output constant gear 52 connected with each other. In other words, the countershaft always rotates at a speed proportional to the speed of the output shaft 20 ,
  • Furthermore, the countershaft is 46 via a second output constant gear 54 with an intermediate shaft 60 connected approximately coaxially with the second drive shaft 26 is aligned. More specifically, the second output constant gear includes 54 a first gear 56 that stuck with the countershaft 46 connected, and a second gear 58 , The gears 56 . 58 include a Beveloidverzahnung, so that the intermediate shaft 60 diagonally to the countershaft 46 can be aligned.
  • The intermediate shaft 60 is by means of a bearing arrangement unspecified on the housing cover 40 rotatably mounted and is connected to an input member 62 a connection coupler 64 connected. The input member 62 is on the rear axle HA facing side of the second gear 58 arranged and designed for example as an outer disk carrier. An output element 62 the connection coupling 64 is formed with an inner disk carrier and is rotatable within the intermediate shaft 60 stored, which is designed as a hollow shaft. The output member 66 is with the second drive shaft 26 coaxially aligned and rotatably connected.
  • The connection coupler 64 is normally open, for example, so that drive power exclusively via the first drive shaft 22 is transmitted to the rear axle HA. If drive power is also to be transmitted to the front axle VA, the Zuschaltkupplung 64 closed as needed. With closed connection coupling 64 becomes the drive power of the drive motor 12 in the ratio 50%: 50% distributed on the two axes HA, VA. By Regulation of the connection clutch 64 Therefore, the ratio of the distribution of the drive power to the two axes HA, VA can be varied as needed.
  • By the arrangement of the connection coupling 64 coaxial with the second drive shaft 26 is compared to an arrangement of the connection clutch 64 at the countershaft 46 saved axial space. To connect the countershaft 46 with the second drive shaft 26 is the separate gear 54 at the countershaft 46 established. However, it is also conceivable, the output to the second drive shaft 26 over any of the wheelsets 48 the step change gear to realize, if these wheelsets have a fixed wheel, the rotation with the countershaft 46 is connected (such as the in 1 With 48 designated wheelset).
  • Due to the Beveloidverzahnung the gears 56 . 58 is just a constant velocity joint 27 between the second drive shaft 26 and the front axle transverse differential 28 necessary. Also in this area may optionally be provided with a Beveloidverzahnung a meshing, so that in this case no constant velocity joint is more necessary.
  • 2 shows a constructive embodiment of the output section of the step change gearbox 16 , In the 2 shown construction corresponds in terms of structure and operation of the schematic arrangement of 1 , The same elements are therefore provided with the same reference numerals. In the following, only differences will be discussed.
  • So is in 2 to recognize that the gearing between the gears 56 . 58 as Beveloidverzahnung 70 is trained. This will between the countershaft 46 and the second drive shaft 26 an angle 72 set higher than 0 °.
  • It can also be seen that an outer disk carrier 74 who is the input member 62 forms, rotatably with the gear 58 connected is.
  • On the side facing the rear axle HA side of the coupling 64 is an actuator arrangement 76 for actuating the connection coupling 64 arranged. The actuator assembly 76 has a pressure piston 77 on, for example, is hydraulically operated and can be equipped with a centrifugal force compensation device, for example.
  • The pressure piston 77 is on a piston carrier 78 set, which is rotatable on the outer lid 42 is stored. The piston carrier 78 is used to control the pressure piston 77 via a rotary union 80 supplied with hydraulic fluid on the outer cover 42 is fixed.
  • at 82 a first bearing assembly is shown, for the storage of the piston carrier 78 serves. The first bearing arrangement 82 is formed in the present case by a single rolling bearing. On a side facing the front axle VA side of the piston carrier 78 is a printing plate 84 arranged, which serves as a thrust bearing for the output element designed as a stub shaft 66 the connection coupling 64 serves. At this stub shaft, rotatable within the intermediate shaft 60 is stored, is at the thrust bearing 84 pointing side provided an approximately hemispherical projection, by means of which the shaft on the thrust bearing 84 supported. As a result, changed angular positions of the stub shaft can be compensated, which can occur for example due to manufacturing tolerances.
  • A second bearing arrangement for supporting the intermediate shaft 60 on the housing cover 40 is at 88 shown. The second bearing arrangement 88 is realized by two angular contact ball bearings, which are mutually defined braced (are employed).
  • The hydraulic supply of the rotary feedthrough 80 and thus the actuator assembly 76 can be realized by a built-in gearbox power-pack system that includes, for example, an electric motor and a pump.
  • However, preferred is an external power-pack system, for example, to the housing cover 40 or the outer cover 42 can be flanged.
  • In 3 is an alternative embodiment of a step change gearbox 16 ' shown where the countershaft 46 ' and the second drive shaft 26 ' are formed parallel to each other. The wheelset 54 ' Consequently, there is no Beveloidverzahnung, but a regular spur gear teeth (for example, helical teeth).
  • In 4 is shown that with the arrangement shown the Zuschaltkupplung 64 coaxial with the second drive shaft 26 Achieve a compact output design. The outer cover 42 is radially relatively close to the drive shaft 20 arranged, but does not disturb, so that an axially compact design can be realized. Furthermore, on the outside of the housing cover 40 an electro-hydraulic actuator drive 90 in the form of an electric motor with a control unit 92 Can be grown without significantly changing the size of the package.
  • The coupling arrangement 14 preferably has two wet multi-plate clutches K1, K2, the clutches K1, K2, however, can also be designed as dry disconnect couplings. In the case of wet multi-plate clutches, a good prerequisite for a functional integration of the distributor device in the form of the hydraulically actuable activation clutch is created. An existing hydraulic and / or electronic module can be used. The control of the connection clutch 64 can be taken for example by the transmission control unit.
  • The connection of the second drive shaft 26 with the stub shaft of the output member 66 can be done for example via a plug-in profile.
  • Instead of using a beveloid stage for the wheelset 54 of the 1 It is also possible to use a conventional wheel set, in which case, for example, a constant velocity joint in the area of the stub shaft 66 is provided.

Claims (13)

  1. Four-wheel drive train ( 11 ) for a motor vehicle ( 10 ), which has at least two driven axles (HA, VA), with a code conversion transmission ( 16 ) in longitudinal construction, the input side drive power is supplied, which is for converting a characteristic of a drive motor ( 12 ) and the output side with a distribution device ( 64 ) by means of which the drive power can be distributed to the two axes (HA, VA), wherein the identification transformer transmission ( 16 ) an output shaft ( 20 ), with a first drive shaft ( 22 ) is connected to the first axis, and a parallel countershaft ( 46 ), wherein the output shaft ( 20 ) and the countershaft ( 46 ) by means of a first constant translation ( 52 ), and wherein the countershaft ( 46 ) by means of a second constant translation ( 54 ) with a second drive shaft ( 26 ) for the second axis (VA), characterized in that the distributor device ( 64 ) coaxial with the second drive shaft ( 26 ), and actuator means ( 76 ) for actuating the distributor device ( 64 ) on a cover facing the first axis (HA) ( 40 . 42 ) of a housing ( 32 ) of the identification converter transmission ( 16 ).
  2. 4-wheel drive train according to claim 1, characterized in that the distributor device ( 64 ) is designed, drive power always to a first (HA) of the two axes (HA, VA) and variable by means of a connection coupling ( 64 ) to the second axis (VA), wherein the Zuschaltkupplung ( 64 ) coaxial with the second drive shaft ( 26 ) is arranged.
  3. 4-wheel drive train according to claim 1 or 2, characterized in that the identification converter transmission ( 16 ) as a stepped change gear ( 16 ) is formed in Vorgelegebau way, wherein the first constant gear ratio by a first output constant gear ( 52 ) of the step change gear is formed.
  4. 4-wheel drive train according to claim 2 or 3, characterized in that the cut-in clutch ( 64 ) an input member ( 62 ), which with an intermediate shaft ( 60 ) connected to the second drive shaft ( 26 ) is concentric, and an output member ( 66 ), which with the second drive shaft ( 26 ) connected is.
  5. 4-wheel drive train according to claim 4, characterized in that the intermediate shaft ( 60 ) as a hollow shaft ( 60 ) is trained.
  6. 4-wheel drive train according to any one of claims 1-5, characterized in that the second constant gear ratio by a second output constant gear ( 54 ) is formed.
  7. 4-wheel drive train according to claim 6, characterized in that the second output constant gear ( 54 ) has at least one Beveloidrad, so that the second drive shaft ( 26 ) obliquely to the countershaft ( 46 ) can be arranged.
  8. 4-wheel drive train according to one of claims 1-7, characterized in that the first and the second gear are equal in size.
  9. 4-wheel drive train according to one of claims 1-8, characterized in that means ( 54 ) for setting up the second translation and / or the distribution device ( 64 ) in a housing ( 32 ) of the identification converter transmission ( 16 ) are included.
  10. 4-wheel drive train according to claim 9, characterized in that the means ( 54 ) for establishing the second translation in a cover facing the first axis (HA) ( 40 . 42 ) of the housing ( 32 ) of the identification converter transmission ( 16 ) are included.
  11. 4-wheel drive train according to one of claims 1-10, characterized in that the second drive shaft ( 26 ) outside of a housing ( 32 ) of the identification converter transmission ( 16 ) runs.
  12. 4-wheel drive train according to claim 11, characterized in that the second axis (VA) is a transverse differential ( 28 ) for distributing the drive power on two wheels (VL, VR) of the second axis (VA), which with the second drive shaft ( 26 ), wherein the transverse differential ( 28 ) one of the housing ( 32 ) of the identification converter transmission ( 16 ) separate housing ( 34 ) and wherein the Casing ( 32 . 34 ) together on a chassis ( 30 ) of the motor vehicle ( 10 ).
  13. 4-wheel drive train according to one of claims 1-12, characterized in that the second drive shaft ( 26 ) or an associated intermediate wave ( 60 ) at its distributor ( 64 ) end a roundish projection ( 86 ), by means of which the second drive shaft ( 26 ) axially with respect to a housing ( 32 . 40 . 42 ) of the distribution device ( 64 ) is supported.
DE200610050972 2006-10-20 2006-10-20 Four-wheel drive train for a motor vehicle Active DE102006050972B4 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE200610050972 DE102006050972B4 (en) 2006-10-20 2006-10-20 Four-wheel drive train for a motor vehicle

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE200610050972 DE102006050972B4 (en) 2006-10-20 2006-10-20 Four-wheel drive train for a motor vehicle
EP07017334A EP1914105A3 (en) 2006-10-20 2007-09-05 all wheel drive power train for a motor vehicle
US11/875,790 US8056442B2 (en) 2006-10-20 2007-10-19 All-wheel drivetrain for a motor vehicle

Publications (2)

Publication Number Publication Date
DE102006050972A1 DE102006050972A1 (en) 2008-04-24
DE102006050972B4 true DE102006050972B4 (en) 2013-07-25

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DE200610050972 Active DE102006050972B4 (en) 2006-10-20 2006-10-20 Four-wheel drive train for a motor vehicle

Country Status (3)

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US (1) US8056442B2 (en)
EP (1) EP1914105A3 (en)
DE (1) DE102006050972B4 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018219834A1 (en) 2018-11-20 2020-05-20 Magna Pt B.V. & Co. Kg Drive arrangement for a motor vehicle with at least two drive units, a double clutch transmission and a transfer case as well as a motor vehicle comprising this drive arrangement

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US8056442B2 (en) 2011-11-15
US20080099267A1 (en) 2008-05-01

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